Railway signaling.



C. H. LAY.

RAILWAY SIGNALING.

APPLICATION man AUG-27, 1913.

1,203,123. I Patented Oct. 31,1916.

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C. H. LAY.

RAILWAY SIGNALING.

APPLICATION FILED AUG.27, 1913. 1,203,123. Patented Oct. 31,1916.

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RAILWAY SIGNALING.

APPLICATION FILED Aue.27, 19m.

Patented Oct. 31,1916.

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STATES PATENT inn.

CHARLES H. LAY, OF BROOKLYN, NEW YORK, ASSIGNOR TO THE UNION SWITCH &

SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION 'OF PENNSYL- VANIA.

RAILWAY SIGNALING.

Specification of Letters Patent.

Patented Oct. 31, 1916..

To all whom it may concern:

Be it known that I, CHARLES H. LAY, a

citizen of the United States, residing at' Brooklyn,.in the county of Kings and State of New York, have invented certain new and useful Improvements in Railway Signaling, of which the following is a specification.

My invention relates to railway signaling for stretches of single track over which traffic moves in both directions, such for example as for stretches of single track be tween passing sidings.

I will describe one form of railway signaling system embodying my invention and will then point out the novel features thereof in claims.

In the accompanying drawings, Figure 1 is a diagrammatic view showing a stretch of railway track having applied thereto one form of railway signalingsystem embodying my invention. Figs. 2 and 3 are views similar to Fig. l, but showing the operation of the signaling apparatus during the passage of a car or train through a portion of the stretch.

Similar reference characters refer to similar parts in each of the several views.

Referring to the drawings, A designates a stretch of railway track over which traffic moves in both directions between two passing sidings C and D. Traffic through the stretch A from west to east is governed by signals 1, 3 and 5 located at intervals, and traiiic through the stretch from east to west is governed by signals 2, at and 6 located at intervals. With this arrangement of signals, it is desirable that when a car or train enters the stretch A from either end, it should cause all of the signals governing traiiic in the direction opposite to the direction of movement of the car or train to indicate stop. It is desirable, however, that succeeding cars or trains moving in the same direction should be permitted to enter and pass through the stretch, but that cars or trains thus moving in the same direction should be separated by at least the distance between two successive signals; that is, it is desirable that as the car or train proceeds through the stretch A, each signal behind the car or train governing traffic in the direction of movement of the car or train should change to proceed indication as soon as the car or train leaves the territory which is protected by such signal. This operation of the signals is effected by means which I will now describe. The stretch A is divided by insulated oints into a plurality of sections a.a, aaand (L -a which sections are provided with track circuits including track relays. In the arrangement here shown, a pair of opposing signals is located adjacent each unction of adjacent sections, but I do not wish to limit myself to this particular location of the signals. As here shown, each section is divided by insulated joints into two subsections, each of which is provided with a track circuit comprising the rails of the sub-section, a track battery Z) and a track relay T T or T etc. F or example, section caa. is divided into two sub-sections aaf*, and a (0. It is understood, how ever, that I do not limit myself to this particular arrangement of track circuits for the stretch.

For each signal I provide a signal relay for the control thereof. F or example, signal relay R controls signal 1, signal relay R controls signal 2, etc. Each signal is provided with a controlling circuit which is controlled by the corresponding signal relay; for example, the circuit for signal 2 is from battery 13 through wire 7, contact 8 of sig nal relay R wire 9, signal 2, wire 10 to battery B. The controlling circuit for each of the other signals is similar to that just traced.

Corresponding to each signal, except the end signals 1 and 2, is an auxiliary relay X etc. For example, auxiliary relay X corresponds to signal 6, auxiliary relay X corresponds to signal 3, etc. These auxiliary relays are controlled by the signal relays as hereinafter explained. Each signal relay, except as hereinafter noted, is provided with a controlling circuit which is controlled by the auxiliary relay corresponding to the signal next in advance governing traffic in the same direction and by the track relays for the section through which the signal corresponding to the signal relay governs trafiic. For example, the circuit for signal relay R is from battery B through wire 16, front contact 11 of auxiliary relay X wire 12, contact 13 of track relay T wire 17, contact 14: of track relay T wire 15, signal relay R wire 10 and common wire 0 to battery B. The circuit for each signal relay is similar to that just traced, except that the circuits for signal relays R and R are controlled only by the track relays for sections aa' and a a respectively, there being no auxiliary relays corresponding to signals 1 and 2.

Each auxiliary relay is provided with a pick-up circuit and a holding circuit, which circuits are controlled by the signal relays. The pick-up circuit for each auxiliary relay is controlled by a front contact of the corresponding signal relay and by a front contact of the signal relay for the ads jacent signal governing traffic in the opposite direction; for example, the pick-up circuit for auxiliary relay X is from battery B through wires 16 and 18, front contact 19 of signal relay R, wire 20, front contact 21 of signal relay R wire 22, auxiliary relay X wire 23 to battery B. It will be seen that this pick-up circuit is closed only when relays R and R are both closed. The holding circuit for each auxiliary relay is controlled by a front contact of the corresponding signal relay and by a front contact of the auxiliary relay itself; for example, the holding circuit for auxiliary relay X is from battery B through wires 16 and 18, front contact 19 of signal relay R wires 24 and 25, front contact 26 of relay X wire 27, winding of relay X2 wire 23 to battery B. It will be seen that this holding circuit-is closed only when relays It and X are closed. The holding circuit for each auxiliary relay is provided with a branch around the contact of the corresponding signal relay, which branch is controlled by a back contact of the auxiliary relay for the adjacent signal governing trai'lic in the opposite direction; for example, the branch for the circuit of auxiliary relay X is .around contact 19 of relay R and is as follows: from wire 16, through wire 28, back contact 29 of auxiliary relay X wire 30 to wire 24. The pickup and holding circuits for each of the auxiliary relays are similar to those just traced for relay X The operation of the apparatus is as follows: When the stretch A is unoccupied by this signal relay opens the circuit for signal 2, which therefore changes to stop in dication. The opening of track relay T also opens at contact 31 the circuit for signal relay R which relay then opens and indication.

thereby causes signal 5 to change to stop indication. The opening of signal relay R opens at contact 32 the holding circuit for auxiliary relay X which relay therefore opens, because the branch of its holding circuit is open at back contact 38 of relay X. The opening of auxiliary relay X opens at contact 3% the circuit for signal relay R which latter causes signal 3 to change to stop indication. Signal relay R similarly causes auxiliary relay X to open, which latter opens the circuit of signal relay R, thereby causing signal 1 to change to stop It will be seen, therefore, that all of the signals governing trafiic in the direction opposite to the direction of movement of the car or train WV are caused to change to stop indication. As the car or train W proceeds into sub-section an -a, it opens track relay T and permits track relay T to close, but this has no effect on the circuits for the reason that the circuits controlled by track relay T are the same as those controlled by track relay T.

Referring now to 3, as the front end of the car or train W enters sub-section aa it opens track relay T and when the rear of the car or train leaves sub-section (K -a it permits track relay T .to close. The opening of track relay T opens at contact 35 the circuit for signal relay R which relay then opens, thereby causing signal a to change to stop indication. The opening of relay R also opens the normal holding circuit for auxiliary relay X, but this latter relay remains closed, because back contact 29 of auxiliary relay X is closed. Auxiliary relay X remains open because its pick-up circuit is open at contact 36 of signal relay R The closing of track relay T closes the control circuit for signal relay R which relay therefore closes and causes signal 2 to change to proceed indication. It will thus be seen that as soon as the rear of car or train WV has left the section aa, signal 2 changes to proceed indication, thereby permitting a following westbound car or train to enter the stretch A from the siding D. The closing of track relay T also closes the circuit for signal relay R, which relay closes, thereby causing signal 5 to change to proceed. As the car or train W proceeds into sub-section (L -Ct it opens track relay T and permits track relay T to close, but this has no effect on the circuits. WVhen the entire car or train W has passed'into section a a the closing of track relay T permits signal relay R to close, thereby closing at contact 36 the pick-up circuit for auxiliary relay X so that this latter relay then closes. The closing of signal relay R also causes signal at to change to proceed indication, for the same reasons as hereinbefore explained for signal 2, so that a following westbound car or train may then enter section aa After tion for reasons similar to those hereinbe' fore explained for the other signals and the circuits and apparatus are then again in the conditions in which they are shown in Fig. l.

The operation of the apparatus for the passage of an eastbound car or train through the stretch A is similar to that just explained and need not be traced herein.

Although I have herein shown and described only one form of railway signaling system embodying my invention, it is under stood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. In combination, a stretch of railway track, signals located at intervals for governing traffic in one direction through the stretch and other signals located at intervals for governing trafiic in the other direction through the stretch; a signal relay for each signal for the control thereof; an auxiliary relay corresponding to each signal; a circuit for each signal relay controlled by the auxiliary relay corresponding to a signal in advance governing traflic in the same direction; track circuits for the stretch including track relays for controlling said signal relay circuits; a pickup circuit for each auxiliary relay controlled by the signal relay for the corresponding signal and by the signal relay for a signal governing traffic in the other direction, and a holding circuit for each auxiliary relay controlled by the signal relay for the corresponding signal and by the auxiliary relay for the said signal governing traffic in the other direction.

2. In combination, a stretch of railway track, signals located at intervals for governing traflic in one direction through the stretch and other signals located at intervals for governing traffic in the other direc tion through the stretch; a signal relay for each signal for the control thereof; an auxiliary relay corresponding to each signal; a circuit for each signal relay controlled by the auxiliary relay corresponding to a signal in advance governing traflic in the same direction; track circuits for the stretch including track relays for controlling said signal relay circuits; a pick-up circuit for each auxiliary relay including a front contact of the signal relay for the corresponding signal and a front contact of the signal relay for an adjacent signal governing traffic in the opposite direction, a holding circuit for each auxiliary relay including the said front contact of the signal relay for the corresponding signal and a front contact of the auxiliary relay, and a branch for said holding circuit around the front contact of the signal relay for the corresponding signal and including a back contact of the auxiliary relay for said adjacent signal governing traffic in theopposite direction.

3. In combination, a stretch of railway track divided into a plurality of sections, a pair of opposing signals located at substantially the junction of each two adjacent sections for governing trafiic through said two adjacent sections respectively, a signal relay for each signal for the control thereof, an auxiliary relay corresponding to each signal, a circuit for each signal relay controlled by the auxiliary relay corresponding to the signal next in advance governing traliic in the same direction, a track circuit for each section including a track relay for controlling the signal relay for each signal. governing traffic through the section, a pick-up circuit for each auxiliary relay controlled by the signal relay for the corresponding signal and by the signal relay for the adjacent signal governing traflic in the other direction, and a holding circuit for each auxiliary relay controlled by the signal relay for the corresponding signal and by the auxiliary relay for the adjacent sig nal governing'traiiic in the other direction.

4. In combination, a stretch of railway track divided into a plurality of sections, a pair of opposing signals located at substantially the junction of each two adjacent sections for governing trailic through said two adjacent sections respectively, a signal relay for each signal for the control thereof, an auxiliary relay corresponding to each signal, a circuit for each signal relay controlled by the auxiliary relay corresponding to the signal next in advance governing traffic in the same direction, a track circuit for each section including a track relay for controlling the signal relay for each signal governing traffic through the section, a pick-up circuit for each auxiliary relay controlled by a front contact of the signal relay for the corresponding signal and by a front contact of the other adjacent signal relay, a holding circuit for each auxiliary relay controlled by said front contact of the signal relay for the corresponding signal and by a front contact of the auxiliary relay, and a branch for each holding circuit around the said front contact of the corresponding signal relay and including a back contact of the adjacent auxiliary relay.

5. In combination, a stretch of railway track, signals located at intervals for governing traffic in one direction through said stretch, a signal relay for each signal, an auxiliary relay corresponding to each signal, a circuit for. each signal relay controlled by the auxiliary relay for the signal next in :train passing in'the other direction "through 10 the stretch.

In testimony whereof I aflix my signature in presence of two Witnesses.

CHARLES H. LAY.

WVitnesses:

MATTHEW H. LOUGHRIDGE, JAMEs F. HAYS.

: Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. C. 

